Electric remote-control system



May 7,1946. f B. THOMSON 2,399,956

I ELECTRIC REMOTE CONTROL SYSTEM v 6 Sheets-Sheet l Filed sept. 5, 1942 May 7, 1946. B. `THOMSON ELECTRIC REMOTE CONTROL SYSTEM e sne'ets-sneet 2 Filed Sept. 5, 19,42

el Se Zvy' B. THoMsoN 2,399,956

`r.."].|IECl.RICl REMOTE CONTROL SYSTEM May 7, 1946.

Filed Sept. 5. 1942 6 Sheets-Sheet 5 wad/ZZ? May 7, 1946. B. THoMsoN C 2,399,955

ELECTRIC REMOTE CONTROL SYSTEM Filed Sept. 5. 1942 ffy/f 6 Sheets-Sheet 4 May 7, 1946. B. THOMSON 2,399,956

ELECTRIC REMOTE CONTROL' SYSTEM Filed sept'. 5, 1942 s sheets-Shen 5 May 7, 1946. B. THOMSON ELECTRIC REMOTE CONTROL SYSTEM Filed Sept. 5, 1942 6 Sheets-Sheet 6 Patented May 7, 1946 Application September 5, 1942, Serial No. 457,497 In Great Britain August 13, 1941 7 claims.- (ci. liv- 353) My invention relates to electric remote-control systems, and is especially applicable to explosive carrying weapons, such as aerial or hydro'torpedoes or to crewlessarmoured land vehicles or to watercraft.

My invention has for its object to provide an improved electric remote-control system.

My invention consists in the electric remotecontrol systems as hereinafter defined inthe appended claims.

Referring now to the accompanying drawings,

Figure 1 is a front elevation ofa signal assembly commutator for use on an aeroplane forl the remote control o1' an aerial torpedo.

Figure 2 .is a cross-section on the line II-II in Figure 1 and also illustrates the electrical connections' of the commutator with its associated wireless transmitting set.

Figure 3 is a timing diagram illustrating the signals transmitted by the operation of the commutator shown in Figures 1 and 2.

Figure 4 is a diagrammatic view. of the electric circuits in a remote-controlled aerial torpedo and apparatus associated therewith. l

Figure' 5 is an end elevation and Figure 6 is a longitudinal section of a. high-speed torsion coil make and break device, illustrated diagrammatically in Figure 4.

Figure 7 is a View of the contact segments of the distributor illustrated diagrammatically in Figure 4.

Figure 8 is a side elevation partly in section',

. and Figure 9 is' an vend elevation of the combined distributor and` synchronizing device illustrated diagrammatically in Figure 4.

Figure 10 is a vertical section of the controller for the rudder and elevator operating mechanisms illustrated diagrammatically in Figure 4,

extension of the controller casing illustrated in Figure 15, while Figure 17 is a sectional elevation of this extension.

Figure 18 is an arrangement for temporarily enhancing the Value of the signals.

Figure 19 is an end elevation of the escapement mechanism shown in Figure 18. y

Figure 20 is a section on the line 20-20 of Figure 19.

In carrying my invention into effect, according to one form, and as applied by way of exam- ;ple to-the remote control of an aerial torpedo formed as a glider, the torpedo is iltted with a gyroscope for stabilizing it laterally in known manner, and is alsovtted with aerodynamic rud-l der and elevator such for example, as described in my applicationSerial No. 398,679, iiled on the ilxed on a rotatable shaft 2 which is driven by an.

electric motor at constant speed, for example, at

any selected speed between 1200 and 1800 revolutions per minute, means being provided for maintaining the speed of the motor constant in known manner. The commutator I is formed in two parts,vviz., a slip-ring 3 and a waisted bobbinlike part 4 having cylindrical end portions 5 and 6 at its opposite-ends. The slip-ring 3 is attached to the end portion 6 and on its inner. end face has an axially-extending projection l formed thereon which is sunk so as to be ilush with or so as to slightly project above the surface thereof. The part 4 of the commutator VI is formed of insulating material, while the slip-ring and its axial projection l are formed of metal.

Segments 8 and 9 yof metal are inlaid in the i part I so as to be iiush with the surface thereof or so as to slightly project above the surface thereof, these segments being spaced angularly at angles of 180 degrees apart on the periphery of the commutator I and extending axially over substantially the whole length of the part 4.

The end I0 of the segment 8 extends circumferangle of 20 degrees.

entially through an angle of degrees, while itsV the segment 8 is arranged with its wide end I0 adjacent to the end portion 6 of the commutator,

and its narrow end II is adjacent to the end por-A in the commutator casing and contacts continuously with the slip-ring 3. The feed brush It is connected by the lead I to the negative terminal of a high-tension battery I8 of which the positive terminal is earthed to the metal frame of the aeroplane carrying the commutator I and its associated apparatus. The slip-ring 8 is electrically connected by leads I l and I8 with the segments 8 and 9 oi the commutator I, the leads I'I and I8 being arranged internally in the part 4 of the commutator.' The axial projection 1 of the slip-ring 3 makes contacts with a carbon brush I8 once in every revolution of the commutator I. The brush I9 is also mounted in the commutator casing.v

Carbon brushes and 2l are mounted in holders 22 and 28 which are secured to the spindles 24 and 25 rotatably mounted in the commutator casing. The spindles 24 and 25 are provided with cranks 28 and 2I so that by partially rotating the spindles 24 and '25 the brushes 20 and 2I may be swung so as to sweep over the part 4 of the commutator I and may be positioned at will so as to contact with any. desired points in the lengths of the segments 8 and 9. The brush 2| contacts with the commutator I on the horizontal centre line thereof and is disposed at an angle of 108 degrees in advance of the brush 28 in the direction of rotation of the commutator.

When the commutator I is rotating at constant speed the brushes 2i) and 2i contact with the segments 8 and 9 for time intervals which vary with the displacement of the brushes from their central position. In their central positions both brushes 20 and ZI make contacts of equal duration with both of the segments 8 and e. When, for example, the brush 28 is swung from its central position illustrated in Figure 1, towards the end 8 of the commutator I, the duration of its contacts with the segment 8 is decreased, while the duration of its contacts with the segment 8 is increased in relation to the duration of its contacts with these segments when it is in its central position. When the brush 28 is swung from its central position in the opposite direction to that above described, the duration of its contacts with the segment 8 is decreased while the duration of its contacts with the segment 9 is increased in relation to the duration of its contacts with these segments when in its central position. Similarly, if the brush 2i is swung from its central position towards the end t oi the commutator I, the duration of its contacts with the segment 8 is increased, while the duration of its contacts with the segment 8 is decreased in relation to the duration of its contacts with these segments when in its central position. When the brush 2I is swung from its central position in the opposite direction,- the duration of its contacts with the segment 8 is decreased, while the duration of its contacts with the segment 9 is increased in relation to the duration of its contacts with these segments when in its central position. The contacts which the brush I8 3 are of constant duration.

'I'he brushes 20 and 2| are connected by a. common lead 28 and through a cut-outnwitch 28 to the lead 30 which connects the brush I8 to the grids of the modulation valves (only one of which is illustrated) of a wireless transmitting set 32 provided with an oscillator 33 which is connected to the second grid of the modulation valves 3l. The wireless transmitting set 32 may be o'f the Lecher wire or any other suitable shortwave type operating with ywave-lengths between say 3 and 6 metres and with a separation of about 3 megacycles between wave-lengths ior different torpedoes.

As the segments 8 and 9 and the projection 1 during a revolution of the commutator I make and break the circuits including the brushes I8, 2U and 2|, the high-tension batteri,l IES and the modulation valves 3l of the transmitting set 32 after the switch 29 has been closed, periods of modulation of the carrier wave transmitd by the transmission set 32 are eiected, the duration of such periods varying with the duration of the contacts between the brushes 20 and 2i and the segments 8 and 9, while uniform periods of modulation of the carrier wave are effected by the contacts of the brush I9 with the axial projection 1.

When the brush 20 makes contact with the segment 8 it transmits a rudder signal and when it makes contact with the segment 8 it transmits a rudder countersignal. Similarly, when the brush 2| makes a contact with the segment 8 it transmits an elevator signal and when it makes contact with the segment il it transmits an elevator countersignal.

As hereinafter described a. rudder signal tends to cause the rudder operating mechanism in the torpedo to move in the opposite direction to that in which the rudder countersignal tends to cawe this mechanism to move, and the elevator signals and countersignals act in a similar manner in relation to the elevator operating mechanism. The terms signal and countersignal have been adopted to differentiate the signals for descriptive purposes.

The signals transmitted on contact of the brush I9 with the axial projection 'I are used for driving a distributor to be hereinafter described, so as to maintain a constant velocity ratio between it and the commutator I.

In the example being described the rudder and elevator signals and countersignals transmitted in each' revolution of the commutator I form two interlaced pairs and starting with a rudder countersignal, for example, the signals are transmitted in the following sequence.

(I) A rudder countersignal. (II) An elevator signal.

(III) A synchronizing signal. (IV) A rudder signal.

(V) An elevator countersignal.

When the brushes 20 and 2| are in their central positions, which correspond to the neutral positions oi the rudder and elevator, both rudder and elevator signals and countersignals are of the same duration. In Figure 3 is shown a timing diagram voi the signals transmitted by the commutator I, the diagram extending for two revolutions of the commutator and commencing with the elevator signal. In this ligure the row of signals illustrates those transmitted when both of the brushes 20 and 2I are in their central positions. The elevator signal is designated by ES, the synchronizing signal` by SS, the rudder signal by RS, the elevator countersignal by EC, the rudder countersignal by RC and so on. 'I'he above series of signals are repeated at the rate, for example, of 20. times per second so long as the commutator continues to run with the brushes 28 and 2| in their central positions and with the switch 29 closed. In the row of signals 35 it will f than the rudder countersignal RC. The row 31 of signals, Figure 3, shows the signals transmitted when the brush 20 is displaced from its central position as shown in Figure 1, toward the left for the transmission of a "starboard rudder signal, and it will be observed that the ruddercountersignal RC is of greater length or duration than the rudder signal RS. Similar movements of the brush 2| cause the elevator signals yand countersignals to vary in a similar manner.

The aerial torpedo is provided with a shortwave wireless receiving set 48, Figure 4, of any suitable type. The receiving set 40 is equipped with an aerial 4| and reflectors 42 so as to prevent interference from wireless sets on the ground. The aerial 4| may have a pair of di-poles as shown lor the aerial maybe an end-fire flshbone array as used in radio locators. The receiving set 40 is also tted with a tim switch 43 which prevents reception bythe receiving set untilafter a time interval of from 10 to l5 seconds has elapsed from the instant the torpedo has been dropped from the aeroplane controlling its flight, and also closes the switch 43a which connects the negative terminal of the battery 65 to earth, in

wireless receiving set 40 when the time switch 43 has been closed, and from thence to an armature 44 of a high speedmakeand break device 45, Figure 4, connected in series in the output circuit of the receiving set 40 by the lead 46. The device 45, shown in detail in Figures and 6, has two eld coils 41 andA 48 which are arranged one on each side of a light alloy apertured core 48, and thecore and coils are assembled on a brass flanged sleeve 50 and clamped in position thereon by an annular disc 5|. 'I'he core 49 is formed in two parts which are attached -together by screws 52. `The field coils 41 and 48 are connected in parallel as hereinafter ldescribed.

The armature 44 of the device 55 is rigidly attached to a. spindle 53. at one end on the adjacent end.A of a pin 54 The spindle 53 is pivoted second adjustable contact 58 when the armature spindle 53 is subjected to torsion by the signal currents in the output circuit of the receiving set 48 as hereinafter described. The contacts 51 and 58 are normally set at about- 6 thousandths of an inch apart. The contact 58 and an arm 59 are insulated from one another by a washer 60 of insulating material and they are bolted to a projection 6| of the flanged sleeve 50 by means of a bolt 62, a distance piece 63 of insulating material being inserted between the arm 64 carrying the armature as viewed in Figure 6.

contact 58 and the projection 6|. The arm 58 acts as a stop for limiting the clockwise' movement of the contact 51 about the axis of the 'I'he contact 51, Figure 4, of the armature 44 is connected to the main battery 65 by the lead v66, while the contact 58 co-acting therewith isl connected by the lead 61 to a distributor 68 for the screwed into the core 49 so as to be adjustable,

the pin being provided with a nut 55 at its opposite end for securing it in its adjusted position. The other end of the armature spindle 53 which is of Duralumin is rigidly xed in a bracket 56 secured to the core 49. The armature 44 is provided with two coils in parallel and these coils are connected on the one hand in the output circuit of the receiving set 40 bythe lead 46 and on the other hand are' earthed. i A contact 51 projects laterally from the armaturev 44. The contact 51 is adapted to move into contact with a terminal of the main battery 65. The negativel terminal of the battery 65 is connected through the lead 10 and switch 43a to earth.

Y When signals from the output circuit lead 46' pass to the armature 44 of the make and break device 45, the 'reaction of the armature and field magnet of the device causes the armature 44 to subject its spindle 53 to torsion, with the result that the contact 51 closes on the contact 58 thereby permitting current from the main battery 6.5 to pass to the distributor 68 by way of the lead 66, contacts 51 and 58 and lead 61. The device thus acts as an amplier of the signal cur-'- rents in the output circuit of the receiving set 40. Since the signal currents picked up by the receiving set 4.8 are of variable duration corresponding to the control movements required, the intervals of .closure ofthe contacts 51 and 58 are thus correspondingly varied to the duration of the-signals and countersignals.

The distributor 68, Figures 4, 7, 8 and 9, is shown in Figure v4 for purposes of illustration separate from the synchronizing device to be hereinafter described, but in practice they are preferably combined in a single structure as illustrated in Figures 8 and 9. The distributor 68 has ten spaced contact segments 12 arranged in the form of a ring, the segments being insulated from one another. A shaft 13 is mounted so as to be co-axial with the ring of contact segments 12. The shaft 13 drives through a hexagonal couping 13a a brush holder 14 carrying a carbon brush 15 so that the brush holder and brush rotate along with the shaft 13 and the brush wipes the inner circumferential faces of the segments the ring. The contact segments 12 are arranged in two groups of five, one group being on one side of the vertical diameter and the other group l being on the opposite side thereof.

The contact segments 12 are for the distribution of the signals and countersignals indicated thereon in Figures 4 and '1, viz., proceeding in the anti-clockwise direction from the top, rudder countersignal RC, elevator signal ES, synchronizing signal SS, rudder signal RS and elevator countersignal EC, the distribution of these signals being repeated in the same sequence on the remaining half of the distributor. The distributor shaft 13 and the brush-holder 14 and brush 15 are arranged to rotate at half the speed of the signal assembly commutator on the controlling aeroplane. The contacts RS and RC for rudder control are connected to the rudder controller 18R, Figure 4, while the contact segments ES and EC for elevator control are connected to the elevator controller 18E. The controllers 18R and 18E will be hereinafter described in detail.

The shaft 13, Figures 4, 8 and 9, driving the brush-holder 14 of the distributor 88 also carries a ywheel 80 of brass rigidly attached thereto and having two iron segments 8| yfitted in the circumference thereof. At one of its ends the shaft 13 has a toothed pinion 82 fixed thereon. The pinion 82 is capable of being engaged' with and disengaged from a rack 83 which has one of its ends 84 of square section. 'I'he square end 84 of the rack 83 is slidable in a similarly formed guide 85. f The other end of the rack 83 is formed with an intermediate cylindrical portion 88 which slides in a guide 81 of circular section and has a piston 88 formed on its outer end. The piston 88 slides in a cylinder 08 provided with vents 88a and between the piston and the end of the cylinder a helical spring 80 is interposed. The cylinder 08, guide 81 and guide 34 are formed lntegrally with one another as a casting 82 which carries one of the bearings 13o for the shaft 13, the other bearing 13b of this shaft being carried by the distributor casing 88a.

A U-shaped electromagnet 8| is mounted on the casting 82 and on the casing 08a of the distributor 80. A coil 88 is arranged on one f the limbs of the electromagnet 3|, while its opposite limb 04 is split, one part being pivotally mounted and carrying a catch 3d. The catch 88 is provided with a tooth 91 which is capable of engaging with a notch 80 in the rim of the iiywheel 00. One end of the coil 93 is earthed, Figure 4, to the shell of the torpedo, while the other end of this coil is connected to both of the contacts SS of the distributor 83. The brush-holder 10 is provided with a pointer 10a for indicating the position of the brush 155.

In Figures 10 to 1 3 the construction of the controllers for rudder and elevator ls illustrated in detail, while in Figure 4, these controllers and their connections are diagrammatically illustrated. -In Figures 10 to i3 a ring`80 of magnectically permeable material has two two-section coils and itl wound thereon. The ring 83 is of channel section and has an arm |02 rigidly connected thereto. The arm |02 has a pivot pin |03 fixed therein and the ends of this pivot pin are rmounted in bearings and |06. The bearing |04 is mounted in the cover |00 of the head |01 of the controller casing |00, While the bearing |06 is mounted in the lower end |08 of the head |01.

Aperturas H0 and Hi are formed in the end |00 ofthe head |01 to allow for the movement of the arm |02 during the 'operation of the controller. The free end of the arm |02fis formed with a boss H2 in which a spring-mounted carbon brush is tted. The brush H3 is adapted to co-act with arcuate contact segments H4 and H5 spaced apart at their adjacent ends, the contact segments being inserted in a block oi insulat.

ing material H8 attached to the circumferential wall of the controller casing |08. The arcuate contact segments H4 and H5 are concentric with the pivot axis of the arm |02. In the central position of the ring 88 the brush H3 is in contact with the part H1 of the block H6 interposed between the adjacent ends of the arcuate contact segments H4 and H5 so that in this position the arm |02 is insulated from these seg-4 ments. The base plate H8 of the casing |08 is mounted on the cover plate H3 of the casing |20 of the electric motor |2I. The casing |03 is rotatable relatively to its head |01 and its base plate H8.

Within the ring 98- is arranged the eld magnet |22 which is of' H-sectionI and the field coil |23 is wound round the cross-member |24 connecting the pole-pieces |25. 'I'he pole-pieces |25 are secured by screws |28 to the head |01 of the controller casing |03 and are also secured by screws |21 to the base plate H8 of this casing'.

The armature spindle |28 of the motor |2| projects though a hole |29, Figure l0, in the base plate H8 of the controller casing |08 and carries a pinion |30 rigidly attached thereto. The pinion |30 drives through intermediate gearing |3| a pinion |36 mounted on a spindle |35 nxed to the base plate H8 of the casing |08, and the pinion |3| meshes with an internally toothedy arcuate rack |31 rigidly fixed to the controller casing |00. The gearing between the pinion |30 and the arcuate rack |31 constitutes a follow-up mechanism for the controller casing |08 and the arcuate contact segments H0 and H carried thereon so that these segments follow-up the movements of the brush H3 on the arm |02 xed to the ring 89.

'I'he armature spindle |23 of the motor |2| has a screw-threaded hole |33 formed therein, and with this hole engages the screw-threaded spindle |38 for actuating the rudder through suitable mechanism. On the motor |20 two electric switches |00 and lill are arranged as shown in Figure 1l and by means of these switches the direction of the current through the carbon brushes 602 and |03 co-acting with the armature of the motor |2| may be controlled according to the signals received by the controller. 'I'he direction of rotation of the armature spindle |20 of the motor |2| may thus be readily reversed as required.

The connections of the controllers for rudder and elevator operation with the distributor 08 and with their motors are illustrated in Figure 4 and similar-parts of the controllers are indicated by the same reference numerals as has been used in the description with reference to Figures l0 to 13. In Figure 4 the parts associated with the rudder controller have the sumx "R added to the reference numeral, while the parts associated with the elevator controller have the suffix E" added to the reference numeral.

Referring now t0 Figure 4, the two segments RC of the distributor 33 are connected by leads |04 and |40 to a common lead |40 which is con.. nected to one end of the coil |0|R on the ring 88H of the rudder controller 10B, the other end of the coil being earthed. The two segments ES of the distributor 83 are connected by leads |41 and |40 to a common lead |43 which is ccnnected to one end of the coil |00E of the ring 89E of the elevator controller 18E, the other end of this coil being earthed. The two segments SS of the distributor 68 are connected by leads |50 and |5| to a common lead |52 which passes to v chronizing device, the other end of this coil being earthed. 'I'he two segments RS of the distributor 68 are connected by leads |53 and `|54 to a common lead |55 which is connected to one end of the coil |08R on the ring 99B. of the rudder controller 18R. The other en d of the coil |00R is earthed. The two segments EC of the distributor 68 are connected by leads |56 and |51 to a common lead |58 which is connected to one end of the coil ||J| E of the ring 88E of the elevator controller 18E, the other end of the coil ||J|E being earthed.

The arcuate contact segments ||4R and ||5R are connected by leads |58R and |68R to the upper ends of the coils |||R and |62R of the electromagnetic switches |40Rand |4|R, while hem in engagement with its pinion sz end with the spring 90 fully compressed.

A short time before the torpedo is to be dropped from the aeroplane carrying it, the signal assemvbly commutator on the aeroplane is run up to tions and the switch 29 having been opened, so

the lower ends of these coils are earthed by the leads I 63R and |64R. The cores |85R andl |86R of the electromagnetic switches MUR and |4IR are connected by leads |B1R and |68R to the lead 69 which is connected to the main batteiy 65.

With the electromagnetic switches |4||R and I4| R co-act armatures |10R and |1|R pivoted at ITER and |13R respectively, and normally these armatures rest upon iixed contacts .INR and |1-5R which are connected to earthed leads |63R and |64R. The armatures |10R and |1|R are connected at their pivoted ends by leads |18R and |11R to the brushes |42R and |43R of the motor |2|R for operating the rudder controls, The iield coil |23RA of the motor |2|R is connected at one end by the lead |18R to the main battery lead 69 and at its other end is earthed. Follow-up gearing |3|R connects the armature spindle |28R with the rack |31R iixed to the casing |88R of the rudder controller TBR. `The lead |80 is connected by a lead |8| with the main battery lead 69. l

The field coil I23R of the field magnet |22R of the controller 18R is connected at one end to a lead |82 which is jointed to the lead 86 from the battery 85 to the contact 51 of the make and' break device 45. The other end of the field coil |23R is.connected by a lead |83 to one end of the coil |23E of the field magnet |22E of the elethat before closing the switch 29 only synchronizing signals can be transmitted from the transmitting set 32.

After the commutator has been run up to its constant speed and when the time has arrived .for releasing the torpedo. it is dropped from the aeroplane. At the moment of release, the time switch 43 in the receiving set 48 in the torpedo automatically starts to operate so that the receiving set will not be switched in until say 15 seconds after the release of the torpedo.

When the 15 seconds have elapsed, the receiving set 48 in the torpedoI is cut 'in by the time switch 43 which also closes the switch 43a connecting the negative terminal of the battery 65 to earth. To commence with, only synchronizing signals are received by the. receiving set 48 as although the switch29 is in the open position the brush I8 is still in circuit with the grids of the modulation valves 3| in the transmitting set 32. These synchronizing signals pass through the coils of the armature 44 of the make and break device 45 connected in the low frevator controller 18E. The other end of the field I coil |23E is earthed so that the eld coils |23R 50 and |23E are connected in series.

The electrical connections of the elevator controller 18E with its motor |2|E and its electro- |2|R and its electromagnetic switches |40R and |4|R just described.

The operation of the arrangement of remote lcontrol hereinbefore described is as follows:A

Before the aerial torpedo is mounted on the controlling aeroplane, the pivoted catch V88, Figures 4 and 9, on the limb 94 of the electromagnet 9| associated with the flywheel 80 on the distributor shaft 13 is engaged with the notch 98 on the flywheel when the distributor brush 15 is in contact with one 4of the synchronizing contact segments SS of the distributor 88, and the shaft isthus held in position. Before the engagement of the catch 96 with the notch 98 has been effected, the spring-operated rack `83 had been engaged with its co-acting toothed pinion 82 on thedistributor shaft 13 and the piston 88 carried by the rack forced into the cylinder 89 so as to compress the helical spring 98 to its fullest extent before theengagement of the catch 88 and the notch 98 is effected. The. rack 83 is thus quency or output circuit of the receiving set 48 by the lead 46. When the valves in the receiving set 4|) have warmed up, the synchronizing signals become sufliciently strong to cause the contacts 51 and 58 associated with the device to close for time intervals equal to the duration of the individual synchronizing signals. `The duration of the individual synchronizing signals is that of the time interval during which the brush I9 is in contact with the axial projection 1 during each revolution of the commutator l, and on the reception of each synchronizing signal the contacts 51 and 58 make a single closure.

The first closure of theV contacts 51 and 58 causes a current impulse from the -main battery 65 to pass through lead 86, contacts 51 and 58, lead 81 to the brush 15 of the distributor 88 and thence to the contact segment SSof the distributor with which it is held in contact. From the contact segment SS the current impulse passes through the leads |52 and |50 to the coil 93 of the electromagnet 8| associated with the flywheel on the distributor shaft 13 and then t0 earth. The electromagnet 9| is consequently energized and the pivoted catch 85 associated therewith ismagnetically disengaged from its coacting notch 58 in the flywheel 88 so that the latter together with the distributor shaft 13 are now free and are run up to .hallI of the speed .of the signal'assembly commutator l in a time interval equal to that of one revolution of the comment is also vconnected to the Velectromagnet 8| through the leads |5| and |52. The electromag-l cause it to make slight oscillations.

net is thus energized again by the synchronizing impulse and also by subsequentI synchronizing impulses transmitted twice in each revolution of the distributor shaft 13. The arrangement thus acts as a synchronous motor running at half of the speed of the signal assembly commutator I so that the distributor 68 is electrically geared to the commutator, the ratio beingy 1:2.

The circuits of the brushes 25 and 2| on the sig-- nal assembly commutator as hereinbefore described which connect them with the grids of the modulation valves SI cf the transmitter set 32 are now closed by operating the switch 29 so that the commutator i now transmits five signals per revolution, viz., a rudder countersignal, an elevator signal, a synchronizing signal, a rudder signal and an elevator countersignal, and these signais are continuously transmitted during the whole periodv in which the aerial torpedo is under control. As the brushes 20 and 2| are in the central position the rudder signals and countersignals are all of equal duration, the duration of a signal or countersignal being the time interval absorbed when one of the brushes 20 or 2| makes a single contact with one of the segments 8 or 9 on the commutator i.

When a rudder countersignal is transmitted from the signa1 assembly commutator I by the contact oi. the brush 20 with the segment 9, it is received by the receiving set.40 in the torpedo. The contacts 51 and 58 associated with the make andbreak device 45 are closed for a time interval equal to that oi the contact of the brush 20 with the segment, and as at this instant thel distributor brush is in contact with one of the rudder countersignal contact segments -RC of the distributor 88, a current impulse passes from the main battery 65 to the distributor brush 15 by way of the lead 68, contacts 51 and 58 and lead 61, and from the brush 15 to the rudder countersignal segment RC in contact therewith. From the contact segment RC the impulse passes by way of the lead |44 or |45 and lead |48 to the countersignal coil IUIR on the ring 98R of the rudder-controller 18R and energizes it and then passes to earth. The action of the energized coil InIR tends to cause the ring SSR to rotate in the clockwise direction. Before, however, the ring SSR can make anappreciable rotational movement in response to this current impulse, the signal coil |00R of the ring OBR of the controller 1ER will have been energized by the following rudder signa1 transmitted by the contact of the brush 20 with the segment 8 of the commutator I as the commutator rotates farther, and as the action o! the energized coils ||I|R and IUUR on the ring SSR are equal and opposite to eachother, owing to the signals and countersignals beigg of equal duration, the only action of the com ined effect of these energized coils on the ring is to The brush IIIR attached tc the ring SSR also makesslight oscillations but as these are made in the gap between its associated arcuate contact segments I| 4R and II5R, no actuation ,of the rudder control motor |2 IR takes place.

When the elevator signal following the rudder countersignal is received by the receiving set 40, consequent upon the contact oi' the brush 2| with the segment 8 oi' the commutator I, the contacts 51 and 5B associated with the make and break device 45 are again closed for a time interval equal to the duration of the transmitted signal, while the distributor brush 15 is in contact with the elevator signal contact EC of the distributor 55 next to the rudder countersignal contact RC which has lust been swept by the brush 15. A current impulse from the battery 65 equal in dura: tion to the transmitted signal now passes by way oi the leads 88 and 61 to the distributor brush 15 and tothe elevator signa1 contact segment EC in contact therewith, and from thence by way of lead |41 and |48 and lead |49 to the signal coil IO0E on the controller ring 99E of the elevator controller 18E. The action of the current impulse on the signal coil IIlOE of the ring 99E tends to cause this ring to rotate in the anti-clockwise direction but before the ring 89E can make any appreciable movement in response to the elevator signal impulse, the coil IOIE is energized by the following elevator countersignal current impulse, and as the action of the energized coils IODE and lilIE on the ring 99E are equal and opposite to each other, their only action on the ring 99E is to cause it to make slight oscillations, and also its brush lItE. The oscillations of the brush ||3E are made opposite to the gap between the adjacent ends of the arcuate contact segments I|4E and |I5E without having any operative effect on the elevator control motor I2 IE.

Following the elevator signal, the brush I9 makes contact with the axial projection 1 of the slip ring 3 on the commutator I and thereby a synchronizing signal is transmitted by the transmitting set 32. The operations which take place on the reception of a synchrbnizing signa1 by the receiving set have already been described as well as the means by which they maintain a constant velocity ratio of the commutator I and the distributor 58.

After the synchronizing signal has been transmitted by the transmitting set, the next signal to be transmitted by the transmitting set is a rudder signal which is effected when the brush 20 makes contact with the segment 8 of the commutator I. During this contact the distributor brush 15 is in contact with one of the rudder signal contact segments RS of the distributor. On the reception of this signal by the receiving set 40, the make and break device 45 is operated to cause a currentimpulse to pass from the battery by way of lead 68, contacts 51 and 58, and lead 61 to the distributor brush 15, and to the rudder signal contact segment with which it is in contact. From the segment RS the impulse passes by way of lead |53 or |54 and lead |55 to the coil |0|IR on the ring BSR of the rudder controller 18H and thence to earth. The action of the energized coil IIlIlR is to tend to cause a rotational movement of the ring 89B in the clockwise direction,v but owing to the following rudder countersignal, as previously explained, no operative action of the rudder control motor |2|R takes piace.

The next signal to be transmitted is an elevator countersignal which occurs when the brush 2| makes contact with the segment 8 on the signal assembly commutator I. The reception of this signal bythe receiving set 40, its operation of the make and break device 45 andthe passage ci' a corresponding current impulse from the battery 55 to the distributor are similar to those for the signals and countersignals previously de' scribed. In this case the impulse passes from the operative contact segment EC of the distributor 55 by way of lead |55, or |51, and lead |55 to y the coil i5 IE on the ring 88E oi.' the elevator controller 18E and as previously explained nc action of the elevator control motor I2| E takes piace for similar reasons to those above set forth.

It will be understood that during the next revolution of the signal assembly commutator I with the brushes 20 and 2I still in their central positions, the same set of operations will be performed and in the same sequence as above described,

the only diierence being that the distributor brush 15 in the second revolution will make contacts with the second set of contact segments of the distributor, while in -the third revolution of the signal assembly commutator I the distributor brush 15 will make contact again with' the rst set of contact segments above described and s'o -on so long as the commutator and distributor continue to run with the brushes in the above positions.

When the positions of the brushes 20 and 2| on the signal assembly commutator are changed so as to transmit operative signals or countersignals the sequence of the signals and their transmission and reception are the same, but the effect of the operative signals and countersignals on the rudder and elevator controllers will be dierent and will now be described.

If, for example, it is desired to transmit an op.

erative rudder signal, for example, a starboard rudder signal, the brush 20 is swung say, tothe left of its central position on the signal assembly commutator I through an angle corresponding to the degrees of starboard rudder required. This results in the contacts of the brush 20 with the segment 8 becoming progressively longer and its contacts with the segment 9 becoming progressively shorter during the movement of the brush into its new position.' Consequently, the rudder signals transmitted bythe commutator progressively increase in duration, While the rudder countersignals progressively decrease in duration. On the reception of therudder signals by the receiving set 40, the duration of the closures of the contacts 51 and58 of th'e make and breakl device progressively increase, while in the reception of the countersignals Athe closures of these contacts progressively decrease in duration. Current impulses of progressively increasing dur ation pass from the battery65 through the distributor 6B to the coil IIlIlR on the ring 99R of the rudder controller 18R on closures of the contacts 51 and 58 by the rudder signals as hereinbefore described. On the other hand, current impulses of progressively decreasing duration pass through the distributor 68 to the coil Ill IR on the ring SSR of the rudder controller 18R. The paths of the rudder signal and countersignal current impulses and their action on the make and break device have already been described to gether with the paths of the impulses from the battery 65 through the distributor 68 to the rudder controller 18B, so that it will not be necessary to describe them again at this point. v

The action of these impulses on the ring 99B, causes it to make a rotational movement in the anti-clockwise direction to an` extent proportional to the difference in duration of the individual rudder signals and countersignals and also to the angle through which the brush 20 moves from its central position.

The rotational displacement of the ring SSR. lollows from the fact that it is only stable in a, position where the impulses from the signal and countersignal are equal and opposite, Iso that when the duration of the signal is longer than that of the countersignal the interaction between the currentowing in the turns of the coil IIIIR and the magnetic eld between the H-shaped magnet I22R and the ring SSR must be reduced and that between the current in the turns of coil IIIIR and the aforesaid magnetic ileld increased. The magnetic iields concerned exist mainly between the poles of themagnet I22R and the ring SSR and rotation of the ring SSR will causemore or less of the turns of the coils IIIUR and IUIR to lie within their respective flelds. When along signal is sent throughcoil I UUR and a short countersignal through coil IIIIR the ring SSR moves anti-clockwise more than clockwise in its oscillations until it reaches a position wh'ere the impulse long signal by small interaction balances the iin-V pulse short countersignal by large interaction. The action is similar when the countersignal is longer than the signal.

The brush I ISR carried on the arm controller ring SSR moves into contact with the arcuatecontact segment INR and current from the battery main 69 passes to the coil IBIR of the electromagnetic switch I40R through leads IBI and |80, brush I ISR, segment IHR and lead |5911.,

core I65R, associated therewith, and causes cur-l rent from the battery main 69 to pass through lead I61R, core IBSR, armature I10R and lead I'IGR, to the .lower brush HSR. of the motorl IZIR and thence through the armature 0I the motor to the upper brush IIZR. From the brush I42R. the current passes by way of the lead I11R to armature I13R, contact I15R and lead 'IEIR to earth. 'Ihe field magnet coil I23RA of the motor I2 IR is connected by the lead I18R to the battery main 69, the current after passing through this coil being earthed. 'I'he motor I2I R commences to rotate and swings the rudder to starboard by way of the screwed spindle |39, Figure 10, through an angle proportional to the angular movement of the ring SSR from its central position.

As the motor I2IR performs its movement its armature spindle I28R moves the 'controller casing IUBR, in the 'anticlockwise direction through the follow-up mechanism I3IR and the arcuate rack I31R., Figures 4 and 10, so that the arcuate contact segment INR, which is fixed to the. casing I08R, follows-up the 'movement of the brush I I 3R flxed to the ring SSR and breaks its contact with the brush I I3R when the rudder has moved through an angle proportional to the angular movement of thering 99R from its central position and corresponding to the movement of the brush 20 from its central position. As the rudder is operated through irreversible gearing, viz., by the screwed spindle |38, Figur` ".0, it is held in the position into which it has `been moved so long as the position of the brush 20 on the commutator I remains unchanged. Y

If a movement of the rudder to port is now required, the brush 20 is moved back to its central position on the commutator I, and through 'this position to the required angular distance to the right which corresponds to the degrees of port rudder required. During this movement the contacts of the brush 20 with the segment 8 of the commutator I progressively decrease in duration, while its'contacts with the segment 9 progressively increase in duration. Accordingly the rudder signals progressively-diminish while the rudder counter-signals progressively increase in duration, but the rudder signals are still greater in duration than the countersignals until the central position of the brush, in which the signals and countersignals are of equal duration, has been passed through. After passing through the central position the rudder countersignals are of loza of the greater duration than the rudder signals and the difference in duration of thesesignals increases with the distance ofthe brush from its central position.

When the movement of the brush 20 vfrom its starboard setting commences towards the right, the ring 99B. of the rudder controller 18E commences to move in the clockwise direction and follows the movement of the brush 20, since the duration of the rudder signals progressively diminishes while that of the countersignals progressively increases. Consequently the duration of the impulses from the battery 65 varies in duration with the variations in duration of the closures of the contacts l and 58 of the make and break device 45. The durations of the impulses which pass to the coil IO0R on the ring 99R commence to diminish, while those which pass to the coil I0|R on the ring 99H commence to increase with the result as stated above that the ring 99R commences to rotate in the clockwise direction.

.As the ring SSR commences its clockwise rotation the brush II3R fixed to the ring moves on to the arcuate contact segment I ISR, from the insulated gap between the contact segments I|4R and IIER on which it had been resting in the meantime. Current from the battery main 69 then passes by way of leads |8| and |00, brush I ISR', contact segment I IBR and lead IGOR to coil |62R of the electromagnetic switch IAIR and thence to earth by the lead |84R. The core |66R is thus energized and attracts the armature IIIR. Current from the battery main 69 then passes through the lead |68R., core IESR, armature IIIR and lead IiIR to the upper brush |42R of the motor I2IR, and'thence through the armature of the motor I2|R to the lower brush' |42R of the motor and then through lead ITER, armature I10R, contact I'I4R to earth by lead |63R. Current from the battery main 69 passes by way-of lead IIBR to the eld magnet coil |29RA of the motor I 2IR and thereafter passes to earth. As the direction oi' the armature current in the motor I2 IR has now been reversed the armature spindle |28R rotates in the opposite direction to that in which it rotated previously and the rudder is consequently swung back to its central position and then to port since it follows the movement of the brush 20 on the commutator I. As the armature |28R rotates' it drives the follow-up mechanism I3 IR and the arcuate rack I3IR so that the casing WSR and the arcuate contact segments II4R, and HSR follow up the movement of the brush I I3R oi' the ring 99R in the clockwise direction, and when the ring has moved to a position corresponding to that of the brush 20 which movement is proportional to the difference between the duration of the countersignal and signal currents so far as its movement from its central position to port is concerned, the segment IISR breaks its contact with the brush IISR. and then rests on the insulated gap between the segments I. TR and IHR and accordingly stops the motor Transmission of operative elevator signals and countersignals is eected in a similar manner to that above described for rudder signals and countersignals, and if desired both operative elevator signals and countersignals and rudder signals and countersignals may be transmitted at the same time. In the latter case both rudder and elevator controllers 'IBR and 18E will be in operation at the same time.

In Figures 14 to 17 a modified form of controller is illustrated in which-the movement of the controller is rectilinear instead of rotational as in the controllers 'IBR and 10E hereinbefore described with reference to Figures 4 and 10 to 13. In Figures 14 to 17 three three-section signal coils and three three-section counter-signal coils I9! are wound on a traveller I 92 so that two end sections of the coils are superimposed on the central portion oi the traveller. The sections of ea-ch set of coils are connected in parallel. The traveller |92 is slidably mounted on an annular pole piece |93 which is fixed. on the projection |94 oi the end plate |95 of the controller casing |96. Within the casing |99 is arranged a coil |91 for generating a magnetic field between the annular pole piece |93 and a second annular pole piece |98 attached to the flange |99 of the controller casing. The signal and countersignal coils are wound so that when energized they tend to move the traveller in opposite directionsin the magnetic iield generated between the pole pieces |93 and |98.

The traveller |92 has a cairbon brush 200 mounted thereon and this brush is adapted to co-act with two contactrings 20| and 202 countersunk into a commutator 203. The commutator 203 is formed of insulating material and the adjacent ends of the rings 20| and 202 are separated by an annulus 204 forming part of the commutator. The commutator 203 has a metal liner 205 which is internally screw-threaded, rigidly secured to the commutator, and with this liner engages a screw-threaded spind1e206. The spindle 20E is rotatably mounted in a bearing 201 in the projection |94 of the end plate |95 and also in a bearing 208 formed in the end plate of an extension 2I0 of the casing |96. Longitudinal movement of the spindle 209 is prevented by means of a collar 2| I and the shoulder 2 I2 which bears against the end plate 209 of the extension 2|0.

In the side walls 2|0a of the extension 2I0 is rotatably mounted a spindle 2|3 which carries a counterweight 2|4. 'The counterweight 2|4 isl formed with two arms 2I5 which at their upper ends are formed with slots 2|8. The traveller |92 has two diametricaliy opposite pins 2I1 pro- ,iecting therefrom, and on these pins are mounted slide blocks 2I8 which are slidable in the slots ZIB oi the arms 2|6. The commutator 203 is prevented from rotating by means of two pins 2I9 and 220 fixed in the end vplate 209 of the extension 2 I0 and engaging with grooves 22| on the end 222 oi' the commutator. The spindle 209 is provided'with splines 223 which engage with corresponding splines on the end of the armature shaft of the motor which actuates the rudder or elevator operating mechanism in the manner previously described.

'I'he signal and countersignal coils |90 and ISI are connected to the distributor 68 in the same manner as described for the coils |00R and |0|R hereinbefore described in connection with the arrangement illustrated in Figure 4, and in the central position of the traveller as illustrated in Figure l5 the brush 200 contacts with the insulated annulus 204 of the commutator 202.

Signal currents in the signal coil |90 tend to movel the traveller |92. in one direction, while countersignal currents in the countersignal coil |9| tend to move the traveller in the opposite direction, and as before the traveller moves through a distance which is proportional to the difference in vduration of the signal and countersignal currents. In the central position the brush 200 is in contact with the insulating annulus 204 as shown in Figure l15. If the traveller moves say, to the right, current is supplied to the electric motor associated'with it through-the contact ring 20| of the commutator 203 to move the rudder or elevator as the case maylbe through a distance proportional to the vmovement of the traveller and also in a direction corresponding to its movement. The rotation of the armature spindle of the motor in making this 'movement of the rudder or elevator is transmitted through the splines 223 to the spindle 209 which causes the commutator 203 to follow-up the movement of the carbon brush 200 and cut off the current to the motor in a similar manner to that hereinbefore described with reference to Figure 4. The counterweight; :I4-balances the weight of the travel- 'assaoe nelly-extending slot 304 in a single-armed lever ler |92 when the controller isl in different positions due to maneuvering the torpedo.

'I'he operation of the controllerjotherwise is similar to the operation of the controllers 19H. and 191i) before described.

In Figure 2 the cranks 29 and 21 for operating the rudder and elevator brushes 20 and 2| are connected by links, Bowden cables or the like to an operating lever which is mounted soas to be capable of a rotational movement about its own axis and also of a rocking movement about lan axis at right angles to its rotational axis. This lever is conveniently mounted on the aeroplane controlling the rlig'ht of the torpedo and is operated by the member of the crew oi the aeroplane who directs or lays the torpedo. The rotational movement of the operating lever is used for controlling the position oi.' the brush 20 for rudder control, while the rocking movement of the operment spindle .292 and is located thereon between the escapement-operating lever 290 andthe multiplying lever 299. The free lend of the singlearmed lever 905 is connected by means of a link 4909 to a lever 901 pivotally mounted on the pin 909 and carrying the rudder control brush 29|, i. e., the brush which selects the rudder signals iizd countersignals on the assembly commutator On the end of the escapement spindle 293 opposite to that carrying the crank 295, an armature d isc 909 is rigidly ixed .and coacts with an electromagnet 9|0 mounted on the bearing block 9|| in which the escapement spindle 293 is rotatably mounted. yThe lower end o f the escapeating lever is used for controlling the position of the elevator brush 2| on the commutator It was found that if one of the control brushes 20 or 2| were suddenly moved to varythe ratio of signal'to countersignal or inversely, the movable member ofthe controller was somewhat sluggish in responding to the movement of the operated brush, and that the rapidity of-response could be substantially improved by increasing the signal to countersignal ratio for 'the first few cycles when a change in the position of the brush 20 or 2| is being eiected, and in Figures 18 to 20 I have shown an arrangement for obtaining this i i result.

The rotational movement of the operating lever is transmitted through a Bowden cable, links -or the like to an escapement-operating lever 290 of an intermediate mechanism. This mechanism is connected in the manner hereinafter described, to the rudder control brush 29| of the signal assembly commutator 292. The escapementoperating lever `290 is rotatably mounted on the spindle 293 of an electro-magnetic escapement 294. The escapement spindle 293 carries avcrank arm 295 in which a pivot pin 299 is fixed. AThe inner end of the pin 296 is disposed between'the free lower ends of two spaced cantilever laminated springs 291 which are xed at their upper ends to a lug 299 of the escapement-operating lever 290, and which extend downwards one on each side of the centre line of this lever. A multiplying lever 299 is rotatably mounted on the pivot pin 296 on the crank arm 295, and the upper end of this lever is formed with a slot 300. With this slot 300 engages the outer end of a pin 30| which at its other end-is ilxed to the escapementoperating lever 290.' The intermediate part of the pin 30| is located between the laminated springs 291 above described. The multiplying lever 299 has an arcuate slot 302 struck with the control brush on the signal assembly commutator ment-operating lever 290 is connected by means of a link 3|2 to a control brush 3|3 which coacts with a commutator 9M, termed the escapement commutator, for intermittently supplying current to the electro-magnet 9|0 of the escapement.

The escapement control brush 3|3 is mounted on a lever 3|3a-carried on a pin 3|5, so that the brush can be swung in both directions from its central position in which it is in contact with the centre section of the commutator. The escapement commutator 3M is of waisted or dicebox shape and is rigidly mounted on the shaft 9 5 which Acarries the signal assembly commutator 292 for rudder and elevator control.

The periphery of the escapement commutator 9H is formed of conducting material with the exception of two gaps 3|6 formed thereon and filled with insulating material. The gaps extend yinwards from opposite ends of the commutator and are in staggered relation to each other. The gaps 9|6 do not overlap so that in any position of the escapement brush 9|3 other than the central position an intermittent current is passed through the electro-magnet 2|0 as hereinafter described.

The signal assembly commutator 292 in this case is alsoof waisted or dice-box shape with two diametrically-opposite metal contact segments 9|1and 9|8. The segments 3|1 and 3|8 are of` the same form as shown in Figure 18 over the central part of the commutator', but over the outer or end parts of the commutator they subtend a constant angle at the centre, i. e., the segment 9|1 subtends at the centre an angle of 60 degrees over its right-hand end and an angle of 20 degrees at Aits left-hand end. Consequently the brush 29| in its swing over the commutator transmits a signal of variable duration over the centre part of its movement from contact with the segment 3|1, and a long signal of constant duration when moving over the right-hand4 end of the commutator and a short signal of constant duration when moving over the left-hand'end of the commutator. t Y

The parts of the periphery of the signal assemblycommutator 292 separating the contact segments 3|1 and 3|9 are of insulating material.

An intermediate mechanism similar to that above described is used for transmitting rocking movements of the operating lever to the elevator 292. This lever is connected to the escapementoperating lever, and the single-armed lever on this intermediate mechanism is connected to the elevator control brush (not shown) of the signal which is rotatably mounted on Ithe escapeassembly commutator 292 in a similar manner to that above described for rudder control.

The rudder and elevator control brushes are spaced apart circumrerentially on the signal assembly commutator 292 and are connected together with a synchronizing brush in circuits with a battery and the modulation valves of the transmitting set in a similar manner to that illustrated and described with reference to Figure 2. The escapement commutator 3I6 may also be connected in circuit with the brush 313 and electromagnet 3I0 and the above battery or with a separate battery.

The signal assembly and escapement commutators 292 and 3|6 are rotated at a constant speed of say 1200 R. P. M. so that the electromagnet 3I0 of the electric escapement 294 is energized and de-energized 20 times per second. Y

When the operating lever is rotated about its axis to effect rudder control, the escapementoperating lever 299 in the associated interme diate mechanism is correspondingly rocked on the escapement spindle 293. The escapement electro-magnet 3|0 is being continuously energized and de-energized at the rate mentioned above. When the electro-magnet 3I0 is energized, the escapement spindle 293 is held stationary, and with it the pivot pin 299 on the crank arm 295 carried thereon. When the escapement-operating lever 290 is swung with the pivot pin 296 held stationary, the leverage of the multiplying lever 299 with respect to the single-armed lever 305 is such that the latter lever moves through a greater angle than the angle through which the operating lever is rocked., i. e., if the operating lever moves through an angle of 21/2 degrees, the single-armed lever 305 moves through 10 degrees in the particular example under consideration. Now, any motion of the escapement-operating lever 2.90 occurring while the escapement spindle 293 is held stationary causes one or other of the cantilever laminated springs 291 to press against the pivot pin 296 carried on the crank arm 295 mounted on one end of the escapement spindle 293 in such a manner as to try and make the crank arm 295 follow-up the motion of the escapementoperating lever. The crank arm 295 is free to eiect this follow-up motion of the escapementoperating lever 296 during the intervals when the escapement electro-magnet 3I0 is de-energized. Consequently, since the pivot pin 295 on the crank arm 295 forms the fulcrum of the multiplying lever 299 operating the single-armed 55 lever 305, it is evident that the angular displacement of the single-armed lever 305 for anymotion of the escapement-operating lever 290 will ilrstly be a great magnification of that motion and then a falling back to an equality with @o that motion. For the particular example described, a 21/2 degrees movement of the escapement-operating lever 290 first causes a 10 degrees displacement f the .single-armed lever 305 followed by a falling back to 6 degrees on the 05 first interruption of the escapement electromagnet circuit and to a 21/2 degrees on the second interruption of this circuit.

The result is that the rudder controlbrush 29|, for example, on the signal assembly com- 70 mutator 292 after an initially greater displacement than that corresponding to the required displacement is returned to av position corresponding to the required displacement and re- Y cle or ship the wire may ends simultaneously.

- operating lever.

by another movement of the operating lever and the escapement-operating lever 290. The elect on the transmission of control to the torpedo is torpedo so that it responds more rapidly to the control signals and reaches the desired position in a shorter time.

Should the escapement-operating lever 290 be moved slowly the motion oi the single-armed lever 305 is still a magniiication or the displacement of the escapement-operating lever 290 so that a boost is still supplied to the rudder controller but of less intensity. So far as canv be predicted by calculation the mechanism will cause a controller in the torpedo to follow very closely any movement of the operating lever in the aeroplane.

A rapid movement of the operating lever is followed by a rapid response, and a slow steady movement of this lever is followed by a slow steady responsewith practically no lag of the operative controller.

The elevator intermediate mechanism functions ina similar manner to that above described with reference to the rudder mechanism.

The signal assembly commutators and escapement commutators may be of cylindrical shape instead of waisted or dice-box shape as above described, and the control brushes instead of being swung on a pivot may be moved in a straight line.

My invention is not limited to radio transmission between the signal assembly commutator and the distributor. In the case of hydrotorpedoes or crewless vehicles for example, connection between these parts may be effected by a wire paid out by the` vehicle or vessel as it moves along and carrying pulses of potential or current. If the controlling station is a moving vehibe paid out from both Either modulated waves or interrupted continuous waves may -be used in the transmission of the signals.

Modifications may be made in the arrangement of my invention for example, for small powers the signals and countersignals after being stepped up by the torsion make and break device may be passed directly through the armature of a motor which is only usedto make fractions or a revolution, or to solenoid coils used to operate a plunger. Other modications in detail and arrangement may be made in the invention above described.

I claim: y

l. A remote control system comprising a control station and a controlled station, means at the control station i'or transmitting sets of three spaced impulses of the same character over a single channel to the controlled station, the spacing between the impulses being predetermined, the length of the period of one of the impulses of each -set being constant and the individual lengths of the remaining impulses of the set being of equal period or selectively of any operative variation in period. a distributor at the controlled station associated with said channel to receive and distribute the impulses mains in the latter position until moved again received over the channel, said distributor having trol station and-a controlled station, means'at associated with said relaying means Ato receive j and distribute said relayed impulses, an electric the control station for transmitting sets of impulses, each set of impulses having the same number of spaced electrical impulses of the same character over a'single channel to the controlled station, the spacing between the impulses being predetermined, the length of the period of one of` the impulses of each set being constant and the length of period of the remaining vimpulses of the set being of equal period or selectively of any operative variation in period, a distributor at the controlled station associated with said channel to receive and distribute electrical im`- pulses receivedover the channel, said distributor having means responsive to the constant length electrical impulses for starting the operation of f the distributor, the distributor then operating in timed relation with the spacing of the impulses to .distribute the variable length impulses into separate channels, and diierentially operative electrical means operative over the said'separate channels and responsive to diilerent degrees dependent upon the relative length of said variable length impulses. 4

3. A remote control system comprising a control station and a controlled station, means at the control station for transmitting sets of impulses having equal numbers of spaced impulses of radio-frequency and of the same character to the controlled station, the spacing between the impulses being predetermined, the length of the period of one of the impulses in each set being constant and the length of period of the remaining impulses-of the setA being of equalperiod or selectively of any operative variation in period, a receiving set for said impuhes at the controlled station, means for relaying received impulses, a distributor associated with sai'd relaying means to receive and distribute the relayed impulses, said` distributor having means responsive to the constant length impulses for starting the operamotor operatively connected to said distributor, a magnetically operated detent for retaining said motor in the starting position, said motor and detent being responsive to said constant length impulses for releasing said detent and starting said motor and distributor, the, distributor then being driven by said motor in timed relation to the spacing of the impulses to distribute the variable length impulses into separate channels, and diierentially operative electrical means opera-- tive over the said separate channels and respon sive to diiferent degrees dependent upon the rela tive length of said variable length impulses.

5. A remote control system comprising a. control station and a. controlled station, a radio frequency transmitting set at the control station, means for transmitting to the controlled station impulse sets having the same number of impulses of radio frequency and of the same character, the spacing between the impulses being predetermined, the length of the period of one of the impulses of each set being constant and the length of the remainder of the impulses of the set beingv of equal period or selectively of any operative variation in period, a receiving set for said impulses at the controlled station, means for the received impulses, a rotary distributor associated with said relaying means to receive and distribute said relayed impulses, and electric motor operatively connected to said distributor, a magnetically operated detent for retaining said motor in the starting position, said motor and detent being responsive t`o said constant length impzlses for releasing said detent and starting said motor and distributor, means for automatically accely erating said motor after release of said detent,

tion of 'the distributor, the distributor then operating in timed relation with the spacing of the impulses to distribute the variable impulses over separate channels, and differentially operative electrical means operative over the said separate vchannelsand responsive to different degrees dependent upon the relative length of said variable length impulses.

4. A remote control system comprising a control station and a controlled station, a.radiofrequency transmitting set at the control station, means for transmitting to the controlled station impulse sets having the same number of impulses of radio frequency and of the same character,v

the distributor then operating in timed relation to the spacing of the impulses to distribute the variable length impulses into separate channels, and differentially operative electrical means operative over the separate channels and responsive to different degrees dependent upon the relative length of said variable length impulses.

6. A remote control system comprising a. control station and a controlled station, a radio frequency transmitting set at tli'e control station, means fortransmitting tothe controlled station impulse sets having the same number of impulses of radio frequency and of the same character, the spacing between the impulses being predetermined, the length of the period of one of the impulses of each set being constant and the length of the remainder of the impulses of the set being of `equal period or selectively of any operative variation in period, a receiving set for said impulses at the controlled station, means for relaying the received impulses, a rotary distributor associated with said relaying means to receive and distribute said relayed impulses, an electric timed relation to the spacing of the impulses to distribute the variable length impulses into separate channels, and differentially operative rotary electrical means operative over vthe separate channels and responsive to different degrees dependent upon the relative length of said variable length impulses.

7. A remote control system comprising a control station and a controlled station. a radio frequency transmitting set at the control station, means for transmitting to the controlled station impulse sets having the same number of impulses of radio frequency and of the same character, the spacing between the impulses being predetermined, the length of the period of one of the impulses of each set being constant and the length of the remainder of the impulses of the set being of equal period or selectively o any operative variation in period, a receiving set for said impulses at the controlled station, means for relaying the received impulses, a rotary distributor associated with said relaying means to reelectric motor operatively connected to said distributor, a magnetically operated detent for retaining said motor in the starting position, means for automatically and mechanically accelerating said motor after release of said detent, the distributor then operating in timed relation to the spacing of the impulses to distribute the variable y length impulses into separate channels, and

differentially operative reciprocatory electrical means operative over the separate channels and responsive to different degrees dependent upon the relative length of said variable length impulses.

BERNARD THOMSON.

ceive and distribute said relayed impulses, an l5 

